Method of heating and cooling at least one zone of a passenger compartment of a vehicle

ABSTRACT

A method of heating and cooling at least one zone of a passenger compartment in a vehicle includes the steps of (a) pumping a coolant through an auxiliary coolant loop, (b) changing a temperature of the coolant utilizing a first heat exchanger associated with a refrigerant loop via an expansion device in the cooling mode, and a second heat exchanger associated with the refrigerant loop and (c) moving air through a third heat exchanger through which coolant moves, that third heat exchanger positioned in the passenger compartment, and at least one vent positioned within at least one zone of the passenger compartment.

This application is a division of U.S. patent application Ser. No.14/844,277 filed on 3 Sep. 2015, the full disclosure of which isincorporated herein by reference.

TECHNICAL FIELD

This document relates generally to vehicle heating/cooling systems, andmore specifically to a vehicle heating, ventilating, and airconditioning system with an auxiliary coolant loop.

BACKGROUND

It is well known to utilize auxiliary heating, ventilating, and airconditioning (HVAC) systems in vehicles. These auxiliary HVAC systemsare typically either a blended air system, which is similar to a forcedair HVAC system used as a primary HVAC system, or an air conditioningonly or heater only system. These auxiliary HVAC systems are typicallypositioned within a passenger compartment of the vehicle. Morespecifically, auxiliary HVAC systems are often positioned either in therear trim assembly, a center console, under a seat, or otherwise withinthe compartment.

As with the primary HVAC system, these auxiliary HVAC systems typicallyhave a large footprint or package size considering their positioningwithin the passenger compartment. In fact, these auxiliary HVAC systemsoften include some or all of the following, an evaporator core, a heatercore, an electric heater, a blower and wheel assembly, a blower speedcontroller, doors, actuators and ducts. Even more, the duct system forthe auxiliary HVAC system in larger vehicles, such as sports utilityvehicles (SUVs), crossover utility vehicles (CUVs), vans and hybridvehicles, is typically extensive and extends throughout the passengercompartment in order to distribute conditioned air to varied locationswithin the compartment (e.g., a second, a third, a fourth, or a fifthrow of the vehicle).

While the larger vehicles may provide more cubic feet within thepassenger compartment than smaller, more compact, vehicles, theadditional space is often utilized for various desired features (threeplus person seating across each row of the passenger compartment). Inthese scenarios, space within the passenger compartment can becomelimited. Accommodating this type of seating arrangement or other desiredfeatures and a large auxiliary HVAC system, for example, can bedifficult and burdensome on vehicle designers. Accordingly, a needexists for an auxiliary HVAC system capable of heating and cooling apassenger compartment, or zones within a passenger compartment, whilemaintaining a minimal footprint or package size to provide increasedflexibility for the vehicle designers.

The auxiliary HVAC system would utilize an auxiliary coolant loop systemwhich is small in size and allows for shorter duct runs for multi-zoneconditioning throughout the passenger compartment. Even more, fewerand/or possibly smaller heat exchangers can be utilized limiting theoverall package size or footprint of the auxiliary HVAC system. Such anauxiliary HVAC system could also provide spot heating and cooling forlower energy consumption compared to full passenger compartmentsolutions, and component cooling where components are temperaturecritical (e.g., a battery pack).

SUMMARY OF THE INVENTION

In accordance with the purposes and benefits described herein, a vehicleis provided. The vehicle may be broadly described as comprising aheating, ventilation and air conditioning (HVAC) system for heating andcooling a passenger compartment, the HVAC system including a refrigerantloop and being operable in a cooling mode and a heating mode, and anauxiliary coolant loop for heating and cooling at least a portion of thepassenger compartment, the auxiliary coolant loop including a pump formoving a coolant, within the auxiliary coolant loop, through a firstheat exchanger coupled to the refrigerant loop in the cooling mode, asecond heat exchanger positioned within the passenger compartment, aflow control valve, and a third heat exchanger coupled to therefrigerant loop, and an expansion device. The temperature of thecoolant within the auxiliary coolant loop is controlled utilizing atleast one of the flow control valve and the pump.

In one possible embodiment, the second heat exchanger is a coolant toair heat exchanger. In another possible embodiment, the vehicle furtherincludes a blower for moving air through the second heat exchanger andinto the passenger compartment. In yet another possible embodiment, thevehicle further includes at least one vent through which the air entersthe passenger compartment.

In still another possible embodiment, the first heat exchanger and thethird heat exchanger are connected in parallel, the flow control valveis a two way valve for controlling the movement of coolant to the firstheat exchanger and the third heat exchanger, and the pump is connectedbetween the second heat exchanger and the flow control valve.

In another possible embodiment, the auxiliary coolant loop furtherincludes a fourth heat exchanger positioned within the passengercompartment, a fifth heat exchanger coupled to the refrigerant loop, anda second flow control valve. Even more, a second temperature of thecoolant moving through the fourth heat exchanger within the auxiliarycoolant loop is controlled utilizing the second flow control valve andthe pump.

In still another possible embodiment, the fourth heat exchanger is acoolant to air heat exchanger, and the vehicle further includes a secondblower for moving air through the fourth heat exchanger and into thepassenger compartment.

In yet still another possible embodiment, the auxiliary coolant loopfurther includes a valve for selectively directing the moving coolantthrough a compartment for housing a component therein in order toregulate a temperature of the component.

In another possible embodiment, the expansion device is utilized tofurther control the temperature of the coolant within the auxiliarycoolant loop in the cooling mode.

In a second possible embodiment, a vehicle includes a passengercompartment having a plurality of zones, a heating, ventilation and airconditioning (HVAC) system for heating and cooling the passengercompartment, the HVAC system including a refrigerant loop and operablein a cooling mode and a heating mode, and an auxiliary coolant loop forheating and cooling the plurality of zones within the passengercompartment, the auxiliary coolant loop including a pump for moving acoolant, within the auxiliary coolant loop, through a first heatexchanger coupled to the refrigerant loop via an expansion device in thecooling mode, and through a plurality of loops connected in parallel tothe pump and the first heat exchanger, each of the plurality of loopsincludes a second heat exchanger positioned within the passengercompartment, a flow control valve, and a third heat exchanger coupled tothe coolant loop. The temperature of the coolant within each of theplurality of loops is controlled utilizing the pump and the flow controlvalve of each of the plurality of loops.

In another possible embodiment, the expansion device is utilized tofurther control the temperature of the coolant within the auxiliarycoolant loop in the cooling mode.

In yet another possible embodiment, each of the each of the plurality ofloops is associated with a zone of the plurality of zones.

In still another possible embodiment, each of the second heat exchangersis a coolant to air heat exchanger.

In yet still another possible embodiment, the vehicle further includes aplurality of blowers, wherein each of the plurality of loops includes atleast one blower of the plurality of blowers for moving air through thesecond heat exchanger of the each of the plurality of loops and into thepassenger compartment.

In another possible embodiment, the vehicle further includes a pluralityof vents, and each of the plurality of vents is associated with at leastone of the plurality of blowers, through which the air enters into thepassenger compartment.

In yet another possible embodiment, each of the plurality of loopsincludes one of the plurality of blowers and one of the plurality ofvents, and is associated with one zone of the plurality of zones.

In accordance with the purposes and benefits described herein, a methodis provided of heating and cooling at least one zone of a passengercompartment in a vehicle having a heating, ventilation and airconditioning (HVAC) system including a refrigerant loop and operable ina cooling mode and a heating mode for heating and cooling the passengercompartment through vents positioned within a front console comprisingthe steps of: (a) pumping coolant through an auxiliary coolant loop; (b)changing a temperature of the coolant utilizing a first heat exchangerassociated with the refrigerant loop via an expansion device in thecooling mode, and a second heat exchanger associated with therefrigerant loop; and (c) moving air through a third heat exchangerthrough which the coolant moves, the third heat exchanger positioned inthe passenger compartment, and at least one vent positioned within theat least one zone of the passenger compartment.

In another possible embodiment, the step of changing a temperature ofthe coolant includes controlling a coolant flow through the second heatexchanger utilizing at least one of a flow valve and a pump.

In yet another possible embodiment, the first heat exchanger and thethird heat exchanger are connected in parallel, the flow valve is a twoway valve, and the pump is connected between the second heat exchangerand the flow valve, and further comprising the step of (d) controllingthe movement of coolant between the first heat exchanger and the thirdheat exchanger utilizing the flow valve.

In still another possible embodiment, the method further includes thestep of (e) directing at least a portion of the coolant within saidauxiliary coolant loop through a compartment for housing a componenttherein in order to regulate a temperature of the component.

In the following description, there are shown and described severalembodiments of a vehicle utilizing an auxiliary coolant loop forcontrolling a temperature within a passenger compartment and relatedmethod of heating and cooling at least one zone of the passengercompartment incorporating same. As it should be realized, the methodsand systems are capable of other, different embodiments and theirseveral details are capable of modification in various, obvious aspectsall without departing from the vehicles and methods as set forth anddescribed in the following claims. Accordingly, the drawings anddescriptions should be regarded as illustrative in nature and not asrestrictive.

BRIEF DESCRIPTION OF THE DRAWING FIGURES

The accompanying drawing figures incorporated herein and forming a partof the specification, illustrate several aspects of the vehicle andmethod and together with the description serve to explain certainprinciples thereof. In the drawing figures:

FIG. 1 is a schematic diagram of a vehicle heating, ventilation and airconditioning (HVAC) system operating in a cooling mode and having anauxiliary coolant loop for heating and/or cooling at least a portion ofa passenger compartment;

FIG. 2 is a schematic diagram of the vehicle HVAC system operating in aheating mode and having an auxiliary coolant loop for heating and/orcooling at least a portion of a passenger compartment;

FIG. 3 is a schematic diagram of the vehicle HVAC system having anauxiliary coolant loop for heating and/or cooling at least a portion ofa passenger compartment with a cooling loop connected in parallel with aheating loop for use individually to provide cooling or heating, ortogether to provide a blended coolant temperature;

FIG. 4 is a schematic diagram of a vehicle HVAC system having anauxiliary coolant loop for heating and/or cooling at least a portion ofa passenger compartment with two zone loops for heating and/or coolingtwo zones within the passenger compartment; and

FIG. 5 is a schematic diagram of a vehicle HVAC system having anauxiliary coolant loop for heating and/or cooling at least a portion ofa passenger compartment with a two-way valve for selectively directingcoolant through a compartment housing a component for cooling thecomponent.

Reference will now be made in detail to the present preferredembodiments of the vehicle utilizing an auxiliary coolant loop forcontrolling a temperature within a passenger compartment and relatedmethod of heating and cooling at least one zone of the passengercompartment, examples of which are illustrated in the accompanyingdrawing figures, wherein like numerals are used to represent likeelements.

DETAILED DESCRIPTION

Reference is now made to FIGS. 1 and 2 illustrating a schematic diagramof a typical vehicle heating and cooling system 10 coupled to anauxiliary coolant loop 12 for heating and cooling at least a portion ofa passenger compartment 14. FIG. 1 illustrates the vehicle cooling andheating system 10 operating in a cooling mode and FIG. 2 illustrates thesystem operating in a heating mode. The vehicle cooling and heatingsystem 10 includes a heat pump main heating, ventilation and airconditioning (HVAC) system including a refrigerant loop 16 for heatingand cooling the passenger compartment 14 through vents 18 positionedwithin a front console 20.

In the described embodiment, the heat pump includes an electriccompressor 22 utilized in hybrid vehicles. In operation, the compressor22 compresses a fluid, which is a refrigerant in the describedembodiment, thereby raising a temperature of the refrigerant. The hightemperature, high pressure gas refrigerant leaves the compressor 22, asshown by action arrow 24, where its flow is divided as shown by combinedaction arrows 26.

A portion of the high temperature, high pressure gas refrigerant flowsthrough a front heater to air heat exchanger 28 which generally has noeffect in the cooling mode, and another portion, shown by action arrow30, flows through a hot refrigerant to coolant heat exchanger 32 whereheat from the gas refrigerant is transferred to the coolant within theauxiliary coolant loop 12. In the described embodiment, the hotrefrigerant to coolant heat exchanger 32 is positioned within thepassenger compartment 14. In alternate embodiments, the hot refrigerantto coolant heat exchanger may be located under the vehicle or within theengine compartment.

The portions of now lowered temperature, high pressure refrigerant gasflowing from both the front heater to air heat exchanger 28 and the hotrefrigerant to coolant heat exchanger 32 are recombined, as shown byaction arrows 34 and 36, before flowing to a condenser 38. In thecooling mode, the lowered temperature, high pressure refrigerant gasbypasses a first (heating) expansion device 40 through a by-pass valve42 and flows into the condenser 38. Flowing through the by-pass valve 42has substantially no effect on the refrigerant.

Broadly speaking, the condenser 38 is positioned in the describedembodiment at a front section of an engine compartment and further coolsthe refrigerant. Within the condenser or outside heat exchanger 38, therefrigerant gas is condensed due primarily to the effect of outside air,and liquefied. Although not shown, the vehicle may include grillershutters and a fan to control an amount of air allowed to pass over theoutside heat exchanger.

The high pressure, liquefied refrigerant is then sent through a two-wayvalve 44 and portions of the liquid refrigerant flow to a second(cooling) expansion device 46 and a third (cooling) expansion device 48,as shown by action arrows 50 and 52 respectively. In the second(cooling) expansion device 46, the liquid refrigerant is expanded tobecome a low-temperature, low-pressure liquid and vapor mixturerefrigerant. This low-temperature, low-pressure liquid and vapor mixturerefrigerant is supplied to a refrigerant to air heat exchanger orevaporator 54. Regulation of the flow of refrigerant, or throttling, isused to control the temperature of the refrigerant within the evaporator54. Increasing the flow of refrigerant necessarily lowers thetemperature.

In the cooling mode, warm, moist air flowing across the evaporator 54transfers its heat to the cooler refrigerant within the evaporator. Thebyproducts are a lowered temperature air and condensation from the airthat is routed from the evaporator 54 to an exterior of the vehicle. Ablower 56 blows air across the evaporator 54 and through the one or morevents 18 to the passenger compartment 14. This process results in thepassenger compartment 14 having a cooler, drier air therein.

In the third (cooling) expansion device 48, the liquid refrigerant issimilarly expanded to become a low-temperature, low-pressure liquid andvapor mixture refrigerant. This low-temperature, low-pressure liquid andvapor mixture refrigerant is supplied to a refrigerant to coolant heatexchanger 58 associated with the auxiliary cooling loop 12 where heat istransferred from the coolant within the auxiliary coolant loop to therefrigerant. Again, in the described embodiment, the refrigerant tocoolant heat exchanger 58 is positioned within the passenger compartment14 but in alternate embodiments, the refrigerant to coolant heatexchanger may be located under the vehicle or within the enginecompartment. Also, regulation of the flow of refrigerant, or throttling,is used to control the temperature of refrigerant within the refrigerantto coolant heat exchanger 58. Increasing the flow of refrigerantnecessarily lowers the temperature of the coolant within the auxiliarycoolant loop 12.

The low pressure refrigerant exits the evaporator 54, as shown by actionarrow 60, recombines with low pressure refrigerant exiting therefrigerant to coolant heat exchanger, as shown by action arrow 62, andenters an accumulator 64. Liquid is accumulated in the accumulator 64 toprevent liquid from entering the compressor 22. A low pressure, gasrefrigerant exits the accumulator 64 and is received in the compressor22 where the refrigerant is again compressed and cycled through thesystem 10.

Within the auxiliary coolant loop 12, a pump 70 moves coolant throughthe loop including a flow control valve 72. Together, the pump 70 andflow control valve 72 control the coolant temperature. As indicatedabove, the coolant absorbs heat as it passes through the hot refrigerantto coolant heat exchanger 32 before being pumped into the refrigerant tocoolant heat exchanger 58. In the cooling mode, the refrigerant passingthrough the refrigerant to coolant heat exchanger 58 is cooled utilizingthe second (cooling) expansion device 48. The cooled coolant then movesto a coolant to air heat exchanger 74 positioned within the passengercompartment 14. A blower 76 creates a flow of air across the coolant toair heat exchanger 74. The warm, moist air flowing across the coolant toair heat exchanger 74 transfers its heat to the cooler coolant withinthe coolant to air heat exchanger. The cooled air flows into ducting 78and out one or more vents 80 positioned within the passenger compartment14. This process results in the passenger compartment 14 having acooler, drier air therein.

In the heating mode shown in FIG. 2, the refrigerant flows much the sameas in the cooling mode described above. The portion of the hightemperature, high pressure gas refrigerant flowing through the frontheater to air heat exchanger 28, however, transfers its heat to thecooler air flowing across the heater to air heat exchanger. A blend door(not shown) is commonly used to regulate the flow of air created by theblower 56 allowing air to travel through, or partially through, thefront heater to air heat exchanger 28. The byproducts are a raisedtemperature air and a lowered temperature, high pressure gasrefrigerant. This process results in the passenger compartment 14 havinga warmer air therein.

The other portion of the high temperature, high pressure gas refrigerantflows through the hot refrigerant to coolant heat exchanger 32 whereheat from the gas refrigerant is transferred to the coolant movingwithin the auxiliary coolant loop 12. The portions of now loweredtemperature, high pressure refrigerant gas flowing from both the frontheater to air heat exchanger 28 and the hot refrigerant to coolant heatexchanger 32, as shown by action arrows 34 and 36 are recombined beforeflowing to the condenser 38 as described above. In the heating mode,however, the lowered temperature, high pressure refrigerant gas passesthrough the first (heating) expansion device 40 as shown by action arrow82. Within, the first (heating) expansion device 40, the high-pressurerefrigerant gas is expanded to become a low-temperature, low-pressureliquid and vapor mixture refrigerant which is supplied to the condenser38. The liquid and vapor mixture refrigerant is condensed due primarilyto the effect of outside air, and liquefied.

The low pressure, liquefied refrigerant is then sent through the two-wayvalve 44, as shown by action arrow 84, which routes the refrigerantstraight to the accumulator 64, in the heating mode, avoiding the second(cooling) heat exchanger 54 and the third (cooling) heat exchanger 58.Again, the low pressure refrigerant liquid is accumulated in theaccumulator 64 to prevent liquid from entering the compressor 22. Thelow pressure, gas refrigerant exits the accumulator 64, as shown byaction arrow 86, and is received in the compressor 22 where therefrigerant is again compressed and cycled through the system 10.

Since no refrigerant is moving through the second (cooling) expansiondevice 46 or the refrigerant to coolant heat exchanger 58, the coolantmoving within the auxiliary coolant loop 12 remains warmed by thetransfer of heat within the hot refrigerant to coolant heat exchanger32. The warmed coolant then moves to the coolant to air heat exchanger74 positioned within the passenger compartment 14. The blower 76 createsa flow of air across the coolant to air heat exchanger 74 resulting in awarming of the air flowing across the coolant to air heat exchanger. Thewarmed air flows into the ducting 78 and out the one or more vents 80positioned within the passenger compartment 14. This process results inthe passenger compartment 14 having a warmer air therein.

In an alternate embodiment shown in FIG. 3, a two-way valve 90 replacesthe flow control valve 72 in the auxiliary coolant loop 12. The two-wayvalve 90 controls movement of the coolant through a heating loop 92 thatincludes a hot refrigerant to coolant heat exchanger 94 and a coolingloop 96 that includes a refrigerant to coolant heat exchanger 98. Inthis embodiment, the heating loop 92 and the cooling loop 96 areconnected in parallel and a pump 100 is positioned between a coolant toair heat exchanger 102 and the two-way valve 90. In this manner, thetwo-way valve 90 can be used to bypass the heating loop 92 in a coolingmode or the cooling loop 96 in a heating mode.

Alternatively, the two-way valve 90 can be utilized to blend coolantfrom both the heating loop 92 and the cooling loop 96 to control atemperature of the coolant being pumped to the coolant to air heatexchanger 102 and necessarily, a temperature of air in the passengercompartment. Even more, the pump 100 may be positioned between the hotrefrigerant to coolant heat exchanger 94 and the coolant to air heatexchanger 102, or more than one pump could be utilized within theauxiliary coolant loop.

In another alternate embodiment shown in FIG. 4, an auxiliary coolantloop 110 includes a second hot refrigerant to coolant heat exchanger112, flow control valve 114, and coolant to air heat exchanger 116 in adual zone configuration. In this configuration, a first zone loop 118including a first hot refrigerant to coolant heat exchanger 120, flowcontrol valve 122, and coolant to air heat exchanger 124, is in parallelwith a second zone loop 126 including the second hot refrigerant tocoolant heat exchanger 112, flow control valve 114, and coolant to airheat exchanger 116. This dual loop configuration allows for heatingand/or cooling within two zones of a passenger compartment 14.

As described above, a pump 70 moves coolant through a refrigerant tocoolant heat exchanger 58. In the cooling mode, the third (cooling)expansion device 48 expands the liquid refrigerant to become alow-temperature, low-pressure liquid and vapor mixture refrigerant. Thislow-temperature, low-pressure liquid and vapor mixture refrigerant issupplied to the refrigerant to coolant heat exchanger 58 associated withthe auxiliary cooling loop 110 where heat is transferred from thecoolant within the auxiliary coolant loop to the refrigerant. In theheating mode, the low pressure, liquefied refrigerant is sent throughthe two-way valve 44 as described in FIG. 2 which routes the refrigerantstraight to the accumulator 64. Since no refrigerant is moving throughthe second (cooling) expansion device 48 or the refrigerant to coolantheat exchanger 58, the coolant moving within the auxiliary coolant loop110 remains warmed by the transfer of heat within the hot refrigerant tocoolant heat exchangers 112 and 120.

As described above, a first blower 128 in the dual zone configurationselectively creates a flow of air across the first coolant to air heatexchanger 124 and a second blower 130 selectively creates a flow of airacross the second coolant to air heat exchanger 116. The warm, moist airflowing across the coolant to air heat exchangers transfers its heat tothe cooler coolant within the coolant to air heat exchangers in thecooling mode. The cooled air flows into ducting 132 and out one or morevents 134 positioned within the passenger compartment 14. This processresults in the passenger compartment 14 having a cooler, drier airtherein in the cooling mode. In the heating mode, the cool air flowingacross the coolant to air heat exchangers absorbs heat from the warmercoolant within the coolant to air heat exchangers and out the ducting132 into the passenger compartment 14.

In even more alternate embodiments, the auxiliary coolant loop mayinclude one or more additional zone loops to provide individualizedheating and/or cooling within a plurality of zones within the passengercompartment. As described above, each additional zone loop may includean additional refrigerant to coolant heat exchanger, flow control valve,and coolant to air heat exchanger. Even more, each zone loop of theplurality of zone loops is configured in parallel with the remainingzone loops. This plurality loop configuration allows for heating and/orcooling within the plurality of zones of the passenger compartment. Forexample, a passenger in the third row could request warmer air from anassociated coolant to air heat exchanger and blower while anotherpassenger in the second row could request no air, or cooler air fromanother associated coolant to air heat exchanger and blower.

In another alternate embodiment shown in FIG. 5, a two-way valve 136 isadded to the auxiliary coolant loop 12 for selectively directing themoving coolant, as shown by action arrow 138, through a compartment 140for housing a component 142 therein in order to regulate a temperatureof the component (e.g., a battery pack). The two-way valve 136 operatesto allow the coolant to move normally within the auxiliary coolant loop12 or to be diverted through the compartment 140 when component coolingis desired. Of course, one or more valves may be added to the auxiliarycoolant loop if multiple compartments are utilized within the vehicle.

In summary, numerous benefits result from the vehicle utilizing anauxiliary coolant loop for controlling a temperature within a passengercompartment and related method of heating and cooling at least one zoneof the passenger compartment incorporating same as illustrated in thisdocument. The auxiliary HVAC system provides heating and/or coolingwithin a passenger compartment or zones within the passenger compartmentin a minimum package size. This provides increased flexibility forvehicle designers. The use of an auxiliary coolant loop system alsoallows for shorter duct runs for multi-zone air conditioning throughoutthe passenger compartment and the utilization of fewer and/or possiblysmaller heat exchangers. Even more, the system allows for spot heatingand cooling resulting in lower energy consumption compared to fullpassenger compartment solutions, and component cooling where componentsare temperature critical.

The foregoing has been presented for purposes of illustration anddescription. It is not intended to be exhaustive or to limit theembodiments to the precise form disclosed. Obvious modifications andvariations are possible in light of the above teachings. For example,the expansion devices in the described embodiment could be electronicexpansion devices. All such modifications and variations are within thescope of the appended claims when interpreted in accordance with thebreadth to which they are fairly, legally and equitably entitled.

What is claimed:
 1. A method of heating and cooling at least one zone ofa passenger compartment in a vehicle having a heating, ventilation andair conditioning (HVAC) system coupled to an auxiliary coolant loop,said HVAC system including a refrigerant loop and operable in a coolingmode and a heating mode for heating and cooling the passengercompartment through vents positioned within a front console, comprisingthe steps of: pumping coolant through the auxiliary coolant loop havinga cooling loop including a first heat exchanger and a heating loophaving a second heat exchanger; selectively circulating coolant throughthe cooling loop and the first heat exchanger and bypassing the heatingloop and the second heat exchanger in the cooling mode; selectivelycirculating coolant through the heating loop and the second heatexchanger and bypassing the coolant loop and the first heat exchanger inthe heating mode; moving air through a third heat exchanger throughwhich the coolant moves, said third heat exchanger positioned in thepassenger compartment, and at least one vent of said vents positionedwithin the at least one zone of the passenger compartment; and changingthe temperature of the coolant by controlling a coolant flow throughsaid second heat exchanger utilizing a flow control valve and a pump,wherein said cooling loop and said heating loop are connected inparallel and said flow control valve is a single two way valve.
 2. Themethod of claim 1, wherein said pump is connected between said thirdheat exchanger and said flow valve; and further comprising the step ofcontrolling the movement of coolant between said first heat exchangerand said third heat exchanger utilizing said single two way flow valve.3. The method of claim 2, further comprising the step of directing atleast a portion of said coolant within said auxiliary coolant loopthrough a compartment for housing a component therein in order toregulate a temperature of said component.
 4. The method of claim 1,further comprising the step of directing at least a portion of saidcoolant with said auxiliary coolant loop through a compartment forhousing a component therein in order to regulate a temperature of saidcomponent.
 5. The method of claim 1, including alternatively circulatingcoolant through both (a) the cooling loop and the first heat exchangerand (b) the heating loop and the second heat exchanger to control atemperature of the coolant.
 6. The method of claim 1, includingpositioning the single two way flow valve between (a) the pump and thefirst heat exchanger and (b) the pump and the second heat exchanger. 7.The method of claim 6, including positioning the pump between the thirdheat exchanger and the flow valve.